Energy recovery system for off-highway vehicles with hydraulic transformer coupled to transmission power take-off

ABSTRACT

An energy conserving hydraulic system for a mobile work machine includes a prime mover, a drivetrain, a baseline hydraulic system, a power-take-off, a transformer, a work implement, and an accumulator. The drivetrain may include an automated manual transmission (AMT) that is rotationally coupled to the prime mover and the power-take-off. The baseline hydraulic system is powered by the prime mover and includes a first hydraulic circuit. The transformer is hydraulically coupled to second and third hydraulic circuits. The work implement is actuated by an actuator that is adapted to be simultaneously hydraulically coupled to the first and the second hydraulic circuits. The power-take-off is adapted to exchange shaft power with the transmission. A clutch selectively rotationally couples the transmission and the power-take-off. The accumulator is hydraulically coupled to the second hydraulic circuit. The second hydraulic circuit is hydraulically coupled to a first rotating group of the hydraulic transformer, and a third hydraulic circuit is hydraulically coupled to a second rotating group of the hydraulic transformer.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is being filed on Jun. 10, 2015, as a PCT InternationalPatent application and claims priority to U.S. Patent Application Ser.No. 62/010,446 filed on Jun. 10, 2014, the disclosure of which isincorporated herein by reference in its entirety.

BACKGROUND

Hybrid hydraulic systems have been developed to improve fuel economy andreduce emissions for off-highway machines (i.e., off-highway vehicles).Such hybrid hydraulic systems typically include an energy storing devicethat may store excess energy from a prime mover and/or store energy froman actuator when the actuator is in an overrunning situation. The energystoring device may also supply energy to the actuators and thereby avoidusing energy from the prime mover. The actuators may include hydrauliccylinders and/or pump/motors used to actuate and/or drive workimplements. The actuators may further include drive pump/motors used topropel a mobile work machine. The actuators may further include one ormore hydraulic cylinders and/or pump/motors used to steer the mobilework machine. The energy storing device may include a hydraulicaccumulator.

SUMMARY

One aspect of the present disclosure relates to a hydraulic circuitarchitecture for mobile work machines (e.g., off-highway vehicles) thatprovides a hydraulic hybrid system. The hydraulic hybrid system mayimprove fuel economy, reduce emissions, and/or improve productivity ofthe mobile work machine. The hydraulic hybrid system may be lessexpensive than comparable electric hybrid systems known in the art. Thehydraulic hybrid system may be suitable for use with wheel loadersand/or backhoe loaders.

Another aspect of the present disclosure relates to combining ahydraulic transformer, a flow control valve subsystem, and a highpressure hydraulic accumulator. The hydraulic transformer enables energyto be supplied and/or recovered at an extended range of pressures, andthe hydraulic accumulator may both store and release the energy. Incertain embodiments, the hydraulic circuit architecture recovers energyfrom lift and/or tilt cylinders as the lift and/or tilt cylinders aremoving downward, aided by gravity. In certain embodiments, brakingenergy from a power train of the mobile work machine may be recovered.The energy may be stored in the hydraulic accumulator and later be usedfor a variety of functions that increase productivity, increase fueleconomy, or both. When increasing productivity, the stored energy may beused to augment the prime mover and thereby serve as a secondary powersource to reduce cycle time by increasing velocities of various workcircuit services. The stored energy may be used to increase accelerationof the mobile work machine power train. In embodiments where thehydraulic circuit architecture increases fuel economy, energy may beboth stored and released to level engine power requirements. By levelingthe engine power requirements, the engine may be run at an optimumconfiguration, in terms of fuel efficiency (e.g., at an enginerotational speed and an engine torque output that are optimized for fuelefficiency).

The hydraulic transformer may enable direct engine leveling. Duringportions of a duty cycle with low average power requirements, a firstpump-motor of the transformer may operate as a pump and thereby chargethe accumulator. The hydraulic circuit includes an accumulator isolationvalve that is open and may further include an accumulator bleed valvethat is closed during the charging of the accumulator. During portionsof the duty cycle with high average power, the energy stored in theaccumulator can be directly supplied to a power take-off shaft (i.e., aPTO shaft) by using the first pump-motor of the transformer as a motor.By receiving and delivering energy to the PTO shaft, the prime mover maybe operated in an optimum efficiency region of an operating range of theprime mover. The direct engine leveling may allow engine downsizingthereby allowing recovery of at least some of the costs of the hydraulicsystem. Engine downsizing may further allow original equipmentmanufacturers (i.e., OEMs) to comply with various emissions and/orefficiency regulations (e.g., Tier 4 regulations).

To achieve practical operating characteristics, accurate flow sharingmay be required. The accurate flow sharing may provide smooth operationof the mobile work machine and/or meet an operator's expectations of themobile work machine. The operator's expectations may be based on theoperator's experience in operating conventional mobile work machines. Toachieve accurate flow sharing, position feedback may be implemented fromdirectional control valves and/or mode valves of the hydraulic circuitarchitecture. The position feedback may be provided by linear variabledifferential transformers (i.e., LVDTs). In certain embodiments, theLVDTs may be incorporated into and integrated with the directionalcontrol valves and/or the mode valves. In certain embodiments, the LVDTsmay be added to conventional directional control valves. In certainembodiments, a hybrid system electronic control unit (i.e., ECU)directly controls the position of the directional control valves bymodulating a control pilot pressure supplied to the directional controlvalves.

The hydraulic system architecture may include the authority to de-strokea main pump or a plurality of main pumps if a hybrid system controllercalculates that stored energy within the accumulator can be supplied tomeet some or all of the flow requirements of the hydraulic systemarchitecture. A form of this communication may depend on a baselinehydraulic system architecture of the mobile work machine. Certainconventional mobile work machines include a pilot pressure to the mainpump or pumps. Certain more recent conventional mobile work machines mayuse an analog or digital electrical signal transmitted to electronicallycontrolled main pumps. This signal may be computed using a load sensepressure measurement, an excess flow pressure measurement, and/or aservice pressure (e.g., a service pressure of a tilt cylinder and/or alift cylinder). The various pressure measurements may be communicated tothe hybrid system ECU via a controller area network bus (i.e., a CANbus).

In certain embodiments, flow control between the transformer, the tiltservice, and the lift service is controlled by an electronic controlunit of a valve subsystem. One such valve system including suitableposition feedback and flow control capability is the ZTS16 subsystemsold by the Eaton Corporation of Cleveland, Ohio. The valve subsystemmay include a pair of pilot operated proportional valves with positionfeedback and flow control capability. The valve subsystem allows forsimultaneous supply flow to both the tilt and the lift services, orallows for simultaneous recovery of flow from both the tilt and the liftservices, or allows supply or recovery flow from a single one of thetilt or lift services. The valve subsystem may function as a mode valve.The valve subsystem may determine the position of these valves. Inaddition, a position of directional control valves of the tilt and thelift services are determined. An equivalent flow orifice area maythereby be computed and flow may be divided between different paths tosum to equal the requested flow from the operator.

The requested flow from the operator may be measured by joystick signalsthat are either operated by hydraulic pilot pressure or electricalsignals, depending on how the mobile work machine is configured. A flowrequest is computed by the hydraulic system ECU based both on thejoystick commands and the system pressures. An operating map may be usedto resolve a flow requirement from the joystick commands and the systempressures. The operating map may be a lookup table stored in thehydraulic system ECU memory. Flow routing may be computed by a controlalgorithm that optimizes energy recovery using an objective functionbased on flow tracking, torque tracking, and energy recovery.

A clutch may be used to disconnect the power take-off output shaft fromthe prime mover or a transmission connected to the prime mover. Bydisconnecting the clutch, mechanical losses from using the hydraulictransformer may be eliminated when the energy recovery system is not inuse. The clutch may be commanded by the hydraulic system electroniccontrol unit. The hydraulic system ECU may send an electronic orhydraulic signal depending on the configuration of the mobile workmachine. The transmission may be an automated manual transmission (AMT).Such AMTs are sold by the Eaton Corporation of Cleveland, Ohio.

The AMT may enable powertrain control to account for power drawn andreturned by the hydraulic system. The AMT may incorporate a clutch. TheAMT may provide simplified transmission control. The AMT may furtherincrease fuel economy potential of the mobile work machine by allowing asecond source of power from the hydraulic transformer to effectivelyunload the power requirement of the prime mover. In conventional wheelloaders, a conventional torque converter does not allow a second sourceof power to effectively unload the prime mover. The AMT allows the primemover to be unloaded and loaded by the hydraulic transformer in a simpleand controllable manner.

A normally opened two-position two-way valve may be used to bleed downthe accumulator. The bleed down valve may be controlled by the hydraulicsystem ECU. The hydraulic bleed down valve may provide safe servicing bydischarging the accumulator when the mobile work machine is turned offand/or if certain emergency power loss situations arise.

A normally closed two-position two-way valve may be used to isolate theaccumulator. By isolating the accumulator, leakage may be prevented fromthe accumulator when energy is being stored within the accumulator. Theaccumulator isolation valve may be opened any time that flow is requiredto or from the accumulator. When the accumulator isolation valve isclosed, a relief valve may limit the pressure across the firstpump-motor.

Another aspect of the present disclosure includes configuring thehydraulic system architecture in a ride control mode. A ride controlmode valve may be added, and functions of a conventional ride controlsystem may be achieved with the hydraulic circuit architecture. As thehydraulic circuit architecture already includes a substantial highpressure accumulator, a separate accumulator for the ride control modeis not needed. The ride control mode may be added without the additionalexpense of the conventional ride control accumulator, instead sharingthe hydraulic accumulator of the hydraulic system. As the hydraulicaccumulator of the hydraulic system is larger than typical ride controlaccumulators, the performance of the ride control system may be improvedover a conventional ride control system. Furthermore, the firstpump-motor may be used to modulate accumulated pressure. By modulatingaccumulated pressure, active damping may be achieved for ride control.Such actively dampened ride control may significantly improve ridecontrol performance.

Still another aspect of the present disclosure relates to providing amajority of flow to and from the tilt and/or lift cylinders by the modevalves of the hydraulic system. In particular, the hydraulic systemincludes an energy recovery system including the hydraulic accumulatorand the hydraulic transformer. The directional control valves may becompletely closed and thereby prevent a hydraulic flow path from the rodside of the lift and/or the tilt hydraulic cylinders to tank. The modevalves of the hydraulic system of the hybrid system may be used toprovide a flow path in lieu of the flow path through the directionalcontrol valves. In one embodiment, a conventional two-position two-wayvalve may be used. In another embodiment, a three-position three-wayvalve may be used. The valves may be connected to the rod side of thetilt and/or the lift cylinders. In certain embodiments, the conventionaltwo-position two-way valve is connected to the rod side of the liftcylinder, and the three-way three-position valve is connected to the rodside of the tilt cylinder. In other embodiments, similar two-waytwo-position valves and/or three-way three-position valves may be usedwith the tilt and/or lift cylinders in other combinations. As thetwo-way valves and/or the three-way valves may be used to connect therod side of the tilt and/or lift cylinders to tank, the same rod-to-tankfunctionality provided by the directional control valves may also beprovided by the two-way and/or three-way valves.

With the three-way three-position valve, a connection may be made to thepressure supply of the tilt and/or lift services. By connecting the rodside to the lift and/or tilt supply, and further connecting the tiltand/or lift supply to the head side of the hydraulic cylinder, thehydraulic cylinder is converted into a quick-acting one-way cylinderwith an effective piston area equal to the rod area. This configurationallows the cylinder to be quickly extended using a minimal amount offlow. This configuration may further allow less energy to be expended inextending the hydraulic cylinder and thereby allow for further fueleconomy improvement.

Yet another aspect of the present disclosure relates to coordination ofhybrid system functionalities of the hydraulic system by a supervisorycontrol algorithm. In certain embodiments, the supervisory controlalgorithm resides in the hydraulic system ECU. The supervisory controlalgorithm may be executed by a supervisory controller and use predictivepower management and optimal control algorithms to adapt the schedulingof the various hybrid functions to the particular duty cycle currentlybeing performed by the mobile work machine. The hybrid system ECUcontains duty cycle identification algorithms to determine what class ofduty is being performed. The hybrid system ECU thereby chooses from aset of control motifs depending on the class of duty cycle. In certainembodiments, the machine operator can influence the classification ofthe duty cycle by selecting a performance mode. In particular, a “highpower” mode enables a set of control motifs tuned for maximumproductivity. An “economy plus” mode will focus on fuel economyimprovements while maintaining the average productivity of a baseline“economy” mode. By adapting to the duty cycle in real time, and byenabling the machine operator to choose the performance mode, the hybridsystem may automatically tailor its control motif to be optimal for anyworking condition.

In certain embodiments, a set of measurements may be used by thesupervisory controller to correctly characterize the state of the hybridsystem. Variables including engine speed, accelerator pedal state, brakepedal state, and forward-neutral-reverse gear index may be directlyreadable from the machine communication bus (e.g., the machine CAN bus,a CAN J1939 bus, etc.).

A variety of additional aspects will be set forth in the descriptionthat follows. These aspects can relate to individual features and tocombinations of features. It is to be understood that both the foregoinggeneral description and the following detailed description are exemplaryand explanatory only and are not restrictive of the broad concepts uponwhich the embodiments disclosed herein are based.

DESCRIPTION OF THE DRAWINGS

Non-limiting and non-exhaustive embodiments are described with referenceto the following figures wherein like reference numerals refer to likeparts throughout the various views, unless otherwise specified.

FIG. 1 is a schematic diagram of a hydraulic system having features thatare examples according to the principles of the present disclosure;

FIG. 2 is an enlarged portion of the schematic diagram of FIG. 1;

FIG. 3 is a perspective view of a wheel loader upon which the hydraulicsystem of FIG. 1 may be fully or partially implemented according to theprinciples of the present disclosure;

FIG. 4 is a side elevation view of the wheel loader of FIG. 3; and

FIG. 5 is a perspective view of another wheel loader upon which thehydraulic system of FIG. 1 may be fully or partially implementedaccording to the principles of the present disclosure.

DETAILED DESCRIPTION

Various embodiments will be described in detail with reference to thedrawings, wherein like reference numerals represent like parts, likeassemblies, and/or like components throughout the several views.Reference to various embodiments does not limit the scope of the claimsattached hereto. Additionally, any examples set forth in thisspecification are not intended to be limiting and merely set forth someof the many possible embodiments for the appended claims.

The present disclosure relates generally to hydraulic circuitarchitectures for use in mobile work machines. A hydraulic circuitarchitecture, in accordance with the principles of the presentdisclosure, can include a propel circuit, a steering circuit, and/or awork circuit. In typical modern mobile work machines, priority is givento hydraulically power certain critical control circuits (e.g., thesteering circuit).

According to the principles of the present disclosure, a hydraulicsystem 10 may be included on a mobile work machine 800, 800′. In thedepicted embodiment of FIGS. 3 and 4, a first wheel loader 800 isillustrated according to the principles of the present disclosure. Inthe embodiment illustrated at FIG. 5, a wheel loader 800′ is illustratedaccording to the principles of the present disclosure. Although theexamples provided at FIGS. 3-5 are to wheel loaders 800, 800′, thehydraulic system 10 may be adaptable to other mobile work machinesaccording to the principles of the present disclosure.

As illustrated at FIGS. 1 and 2, the hydraulic system 10 includes avariety of components, sub-systems, and control units. In certainembodiments, these components, control units, and sub-systems may beused together as illustrated at FIGS. 1 and 2. In other embodiments,only certain components, sub-systems, and/or control units may be usedto provide additional embodiments according to the principles of thepresent disclosure. Certain embodiments may remove one or more controlunit, component, and/or sub-system from the hydraulic system illustratedat FIGS. 1 and 2. Certain embodiments may add one or more additionalcontrol units, components, and/or sub-systems to the hydraulic systemillustrated at FIGS. 1 and 2.

According to the principles of the present disclosure, the hydraulicsystem 10 provides a hydraulic hybrid system to the mobile work machine800, 800′. The hydraulic system 10 includes an accumulator 50 with aport 52 that receives energy when pressurized hydraulic fluid is forced,under pressure, into the port 52. The accumulator 50 may also releasehydraulic fluid from the port 52 and thereby provide energy to thehydraulic system 10. The mobile work machine 800, 800′ further includesa prime mover 90. As depicted, the prime mover 90 may be an internalcombustion engine such as a Diesel engine, an Otto-cycle engine, a gasturbine engine, etc. As depicted, the prime mover 90 may supplysubstantially all of the energy provided to the mobile work machine 800,800′. The accumulator 50 may recover certain energy from variousactuators of the mobile work machine 800, 800′ and may further recoverenergy from decelerating the mobile work machine 800, 800′. Theaccumulator 50 may thereby convert inertial energy into potential energystored within the accumulator 50. The hydraulic system 10 may furtherconvert potential energy resulting from various configurations of themobile work machine 800, 800′ into potential energy stored within theaccumulator 50. Such potential energy of the mobile work machine 800,800′ may include loads carried by the mobile work machine 800, 800′ thatare acted upon by gravity. The mobile work machine 800, 800′ may itselfbe at an elevated position (e.g., at the top of a hill). By allowinggravity to act on the load of the mobile work machine 800, 800′ or acton the mobile work machine 800, 800′ itself, potential energy of theload and/or the mobile work machine 800, 800′ may be converted intopotential energy within the accumulator 50.

The hydraulic system 10 may release the potential energy stored withinthe accumulator 50. By releasing the potential energy stored within theaccumulator 50, the hydraulic system 10 may drive movement of variousactuators of the mobile work machine 800, 800′, may drive a drive trainof the mobile work machine 800, 800′ and thereby move the mobile workmachine 800, 800′, may start the prime mover 90 (e.g., power a hydraulicstarting motor), may elevate the mobile work machine 800, 800′ to ahigher elevation, may elevate a load carried by the mobile work machine800, 800′ to a higher elevation, etc.

In certain embodiments, the hydraulic system 10 may provide a ridecontrol system for the mobile work machine 800, 800′. In particular,various actuators that carry loads of the mobile work machine 800, 800′may be cushioned as the mobile work machine 800, 800′ traverses uneventerrain and/or otherwise experiences dynamic loads. The hybrid systemand the ride control system may both use the same accumulator 50 tostore and release hydraulic energy into the hydraulic system 10.

Turning now to FIGS. 3 and 4, the example mobile work machine 800 isillustrated in detail. In particular, the mobile work machine 800 ispowered by the prime mover 90. The prime mover 90 powers the hydraulicsystem 10 and thereby propels a drive train 890 of the mobile workmachine 800. As illustrated at FIG. 1, the prime mover 90 is connectedto a transmission 100. In the depicted embodiment, the transmission 100is an automatic manual transmission (i.e., an AMT). In otherembodiments, the transmission 100 may be one of a number of conventionaltransmissions. Such conventional transmissions may include hydrostatictransmissions, automatic transmissions with torque converters, orconventional shifted transmissions with a clutch between the prime mover90 and an input shaft of the transmission.

In the depicted embodiment, the transmission 100 includes a firstinput/output shaft 102 to a rear drive train 892 and a secondinput/output shaft 104 to a front drive train 894. In other embodiments,the transmission 100 may connect with a drive train of a mobile workmachine via a single input/output shaft.

An operator may control the direction of the mobile work machine 800using a transmission selector 106. In particular, a forwardconfiguration, a reverse configuration, a neutral configuration, and/ora parking configuration may be selected by the transmission selector106. In certain embodiments, the transmission selector 106 may furtherbe used to select various gear ratios of the transmission 100. Incertain embodiments, the transmission selector 106 may be used todeselect one or more of the input/output shafts 102, 104 and therebydeselect one of the drive trains 892, 894.

As depicted at FIG. 1, the prime mover 90 further powers a baselinehydraulic system 270. As depicted, the baseline hydraulic system 270 mayinclude an electronic control unit 272 (i.e., ECU). The baselinehydraulic system 270 may further include memory 274 that is used by theelectronic control unit 272. In certain embodiments, the prioritycontrol hydraulic circuit or circuits (e.g., the steering circuit) areincluded in the baseline hydraulic system 270.

The baseline hydraulic system 270 may power a first hydraulic actuator830, 830′ of the mobile work machine 800, 800′ and/or a second hydraulicactuator 860, 860′ of the mobile work machine 800, 800′. In certainembodiments, the first actuator 830, 830′ and the second hydraulicactuator 860, 860′ are excluded from the priority control hydrauliccircuit or circuits and instead are powered as non-priority circuits inthe baseline hydraulic system 270. In the depicted embodiment, the firsthydraulic cylinder 830, 830′ is a lift cylinder, and the secondhydraulic cylinder 860, 860′ is a tilt cylinder. In the depictedembodiment, the lift cylinder 830, 830′ includes a pair of hydrauliccylinders joined together in parallel, and the tilt cylinder 860, 860′is a single hydraulic cylinder. In other embodiments, the hydrauliccylinders 830, 830′, 860, 860′ may include multiple hydraulic cylindersand/or a single hydraulic cylinder. In the depicted embodiment, the liftcylinder 830, 830′ is used to move a bucket 826, 826′ between upperpositions and lower positions via moving a boom and thereby change theelevation of the bucket 826, 826′. In the depicted embodiment, the tiltcylinder 860, 860′ is used to tilt the bucket 826, 826′. When usedtogether by the operator, the lift cylinders 830, 830′, the tiltcylinders 860, 860′, and the drive train 890 may be used to position thebucket 826, 826′ in various digging, hauling, and dumpingconfigurations. The wheel loader 800, 800′ may thereby be used to movematerial and/or provide other useful functions.

As depicted at FIG. 1, the prime mover 90, the baseline hydraulic system270, and/or the transmission 100 may be controlled by a hybrid systemelectronic control unit 250. In particular, the hydraulic systemelectronic control unit 250 receives sensor inputs 252 and may provideactuator outputs 262. As illustrated, the sensor inputs 252 and theactuator outputs 262 may connect directly to a particular sensor and/ora particular actuator controller. The hybrid system electronic controlunit 250 may further receive inputs and outputs from the prime mover viaa signal line 256. Likewise, the hydraulic system electronic controlunit 250 may send and receive input and output signals from thetransmission 100 via the signal line 254. In addition, the hydraulicsystem electronic control unit 250 may send and/or receive input andoutput signals from the baseline hydraulic system 270 via a signal line258. The hybrid system electronic control unit 250 may store executableprograms, system information, and/or various system state information inmemory 260. As illustrated at FIG. 1, the hybrid system electroniccontrol unit 250 may communicate via a controller area network bus 264(i.e., a CAN bus) of the mobile work machine 800, 800′. In certainembodiments, the hybrid system electronic control unit 250 may alsocommunicate via a separate controller area network bus 266. In theexample embodiment, the controller area network bus 266 transfersinformation to and/or from a flow control valve subsystem 150. Thehydraulic system electronic control unit 250 may further receive signalsand/or send signals to an accelerator control interface 296 and/or abrake control interface 298. The baseline hydraulic system electroniccontrol unit 272 and the hybrid system electronic control unit 250 maywork together to receive various signals including the signals from theaccelerator 296 and the brake 298. The various other signals may includea load sense pressure signal 280, a non-priority circuit P_EF pressuresignal 282, a tank pressure signal 284, a joystick lift signal 276(i.e., a lift signal), a joystick tilt signal 278 (i.e., a tilt signal),and/or other signals. As depicted at FIG. 1, the hybrid systemelectronic control unit 250 has supervisory control over the prime mover90, the baseline hydraulic system 270, and/or the transmission 100. Inother embodiments, other architectures may be used.

As depicted at FIG. 1, the hydraulic system 10 includes a hydraulictransformer 20. The hydraulic transformer 20 includes a first rotatinggroup 22 and a second rotating group 32. In the depicted embodiment, thefirst rotating group 22 is a first pump-motor, and the second rotatinggroup 32 is a second pump-motor. The first and the second rotatinggroups 22, 32 are rotationally connected together by a shaft 30. Thefirst rotating group 22 includes a first port 24, a second port 26, anda variable swash plate 28. Likewise, the second rotating group 32includes a first port 34, a second port 36, and a variable swash plate38. In certain embodiments, the variable swash plates 28, 38 may goover-center. In certain embodiments, one or both variable swash plates28 and 38 are equipped with displacement sensors 29 and 39,respectively, (e.g., LVDTs).

The first rotating group 22 and the second rotating group 32 are furtherrotationally connected to a shaft 40. The shaft 40 is depicted as aninput/output shaft and is connected to a power-take-off (i.e., PTO) 80.The power-take-off 80 includes a shaft 82 that is connected to a clutch84. When the clutch 84 is engaged, the power-take-off 80, and therebythe shaft 40, are rotationally connected to the transmission 100. Whenthe clutch 84 is disengaged, the power-take-off 80, and thereby thetransmission 100, are rotationally disconnected from each other. Thehydraulic transformer 20 is thereby rotationally connected to thetransmission 100 and further to the prime mover 90.

The power-take-off 80 thereby selectively connects the hydraulictransformer 20 to the transmission 100. Energy may thereby be deliveredto and from the hydraulic transformer 20 and the transmission 100.Energy may thereby be transferred from the hydraulic accumulator 50 andthe drive train 890. The accumulator 50 may thereby collect inertialenergy and potential energy from the mobile work machine 800, 800′ andstore the energy as potential energy within the accumulator 50. Thehydraulic system 10 may further deliver potential energy from theaccumulator 50 to the drive train 890 and thereby propel the mobile workmachine 800, 800′.

The prime mover 90 may supply energy to the accumulator 50 via thehydraulic transformer 20. In particular, the prime mover 90 may beconnected to the transformer 20 via the transmission 100 and thepower-take-off 80. The first rotating group 22 may thereby transferhydraulic fluid from a hydraulic tank 500 to the hydraulic accumulator50 and pressurize the hydraulic fluid within the accumulator 50.

Energy may further be transferred between the transmission 100 and thelift cylinder 830, 830′ and/or the tilt cylinder 860, 860′. Inparticular, the second rotating group 32 may be hydraulically connectedto the lift cylinder 830, 830′ and/or the tilt cylinder 860, 860′ viathe flow control valve sub-system 150. The hydraulic transformer 20 maythereby transfer inertial and/or potential energy to and from the mobilework machine 800, 800′ and the bucket 826, 826′ and the boom 824, 824′of the mobile work machine 800, 800′.

The hydraulic system 10 may further transfer energy between theaccumulator 50 and the lift cylinder 830, 830′ and/or the tilt cylinder860, 860′. In particular, energy from the accumulator 50 may be used tolift the boom 824, 824′ and the bucket 826, 826′, and potential energyof the boom 824, 824′ and the bucket 826, 826′ may be transferred to thehydraulic accumulator 50 (e.g., when gravity acts on the boom 824, 824′and the bucket 826, 826′ and the lift cylinder 830, 830′ is moving in anoverrunning direction 847, as illustrated at FIG. 5).

As illustrated at FIG. 1, the hydraulic system 10 includes a firstdirectional control valve (i.e., DCV) 110 and a second directionalcontrol valve 130. As depicted, the directional control valve 110 may beused to actuate the lift cylinder 830, 830′, and the directional controlvalve 130 may be used to actuate the tilt cylinder 860, 860′. Thebaseline hydraulic system 270 may supply pressurized hydraulic fluid tothe directional control valves 110, 130 via the high pressure side ofthe non-priority circuit P_EF, and the directional control valves 110,130 may correspondingly transfer the pressurized hydraulic fluid to thehydraulic cylinders 830, 830′, 860, 860′. According to the principles ofthe present disclosure, the directional control valves 110, 130 mayactuate the actuators 830, 830′, 860, 860′ with the hydraulictransformer 20 engaged (e.g., the PTO clutch 84 engaged) and may furtheractuate the actuators 830, 830′, 860, 860′ with the hydraulictransformer 20 disengaged (e.g., with the PTO clutch 84 disengaged). Thehydraulic cylinders 830, 830′, 860, 860′ may be powered by both thenon-priority circuit P_EF of the baseline hydraulic system 270 and bythe hydraulic transformer 20 simultaneously (e.g., when the PTO clutch84 is engaged). The non-priority circuit P_EF and the hydraulictransformer 20 may share in supplying the actuators 830, 830′, 860, 860′with pressurized hydraulic fluid. The hybrid system electronic controlunit 250 may coordinate this supply sharing activity (e.g., matchhydraulic pressures, allocate flow, etc.).

The first directional control valve 110 includes a first port 112, asecond port 114, a third port 116, and a fourth port 118. A spool withinthe directional control valve 110 configures connections and/ordisconnections between the ports 112, 114, 116, 118 depending on theposition of the spool. In particular, a first configuration 122 blocksoff each of the ports 112, 114, 116, 118. A second configuration 124connects the first port 112 and third port 116 and further connects thesecond port 114 and the fourth port 118. A third configuration 126connects the first port 112 and the fourth port 118 and further connectsthe second port 114 and the third port 116. In certain embodiments, thespool may be varied in position and thereby connect the various portstogether with additional hydraulic resistance depending on the positionof the spool. The first directional control valve 110 includes aposition sensor 120 connected to the spool. In the depicted embodiment,the position sensor 120 is a linear variable differential transformer(i.e., LVDT). The output from the position sensor 120 is transmitted tothe hybrid system electronic control unit 250 and/or the baselinehydraulic system 270.

The second directional control valve 130 includes a first port 132, asecond port 134, a third port 136, and a fourth port 138. A spool withinthe directional control valve 130 configures connections and/ordisconnections between the ports 132, 134, 136, 138 depending on theposition of the spool. In particular, a first configuration 142 blocksoff each of the ports 132, 134, 136, 138. A second configuration 144connects the first port 132 and third port 136 and further connects thesecond port 134 and the fourth port 138. A third configuration 146connects the first port 132 and the fourth port 138 and further connectsthe second port 134 and the third port 136. In certain embodiments, thespool may be varied in position and thereby connect the various portstogether with additional hydraulic resistance depending on the positionof the spool. The second directional control valve 130 includes aposition sensor 140 connected to the spool. In the depicted embodiment,the position sensor 140 is a linear variable differential transformer(i.e., LVDT). The output from the position sensor 140 is transmitted tothe hybrid system electronic control unit 250 and/or the baselinehydraulic system 270.

As illustrated at FIG. 1, an accumulator bleed valve 64 is connected tothe port 52 of the accumulator 50. The accumulator bleed valve 64includes a first port 66 and a second port 68. The accumulator bleedvalve 64 includes a first configuration 70 and a second configuration72. In the first configuration 70, the spool of the accumulator bleedvalve 64 connects the first port 66 to the second port 68. In the secondconfiguration 72, the first port 66 and the second port 68 are blockedoff. When the hydraulic system 10 is configured as a hybrid hydraulicsystem, the accumulator bleed valve 64 is typically positioned at thesecond configuration 72. Among other things, the accumulator bleed valve64 may be used to discharge the accumulator 50 for various reasons. Forexample when servicing the hydraulic system 10, it may be desired torelieve the hydraulic accumulator 50 of pressure. When the mobile workmachine 800, 800′ is shut down, it may be desired to relieve thehydraulic accumulator 50 of pressure. There further may be other normaland abnormal situations where it is desired to relive the hydraulicaccumulator 50 of internal pressure, and the accumulator bleed valve 64may be configured at the first configuration 70 thereby draining thehydraulic accumulator 50 to tank 500.

The hydraulic system 10 may include an accumulator isolation valve 54.As depicted, the accumulator isolation valve 54 includes a first port 56and a second port 58. The accumulator isolation valve 54 includes afirst configuration 60 and a second configuration 62. In the firstconfiguration 60, the first port 56 and the second port 58 are blockedoff. In the second configuration 62, the first port 56 is connected withthe second port 58. By positioning the accumulator isolation valve 54 atthe first configuration 60, the accumulator 50 is effectively isolatedfrom other components of the hydraulic system 10. When the hydraulicsystem 10 is operated in the hybrid mode, the accumulator isolationvalve 54 is typically operated at the second configuration 62. When thehydraulic system 10 is operated as a passive ride control system, theaccumulator isolation valve 54 may be configured at the firstconfiguration 60, thereby isolating the accumulator 50 from thehydraulic transformer 20. However, a ride control valve 330 may connectthe hydraulic accumulator 50 and the lift cylinder 830, 830′. When thehydraulic system 10 is operated as an active ride control system, theaccumulator isolation valve 54 may be configured at the secondconfiguration 62, thereby fluidly connecting the accumulator 50 to thehydraulic transformer 20. The ride control valve 330 may further connectthe hydraulic accumulator 50 and the lift cylinder 830, 830′.

The ride control valve 330 may include a first port 332 and a secondport 334. The ride control valve 330 may include a first configuration336 and a second configuration 338. When the ride control valve 330 isat the first configuration 336, the first port 332 and the second port334 are connected. When the ride control valve 330 is at the secondconfiguration 338, the first port 332 and the second port 334 areblocked off. When the ride control valve 330 is at the firstconfiguration 336, the hydraulic system 10 may provide ride control tothe work machine 800, 800′. In particular, the accumulator 50 maydynamically exchange hydraulic fluid with the lift cylinder 830, 830′.As the mobile work machine 800, 800′ experiences dynamic conditions, thehydraulic accumulator 50 may absorb and release energy to the liftcylinder 830, 830′. The lift cylinder 830, 830′ may thereby serve as anenergy absorbing spring-mass-damper system. In certain embodiments, theaccumulator isolation valve 54 may be set to the second configuration 62and thereby connect the first rotating group 22 of the hydraulictransformer 20 to the accumulator 50. The hybrid system electroniccontrol unit 250 and/or the baseline hydraulic system electronic controlunit 272 may monitor various dynamic conditions of the mobile workmachine 800, 800′. The hybrid system electronic control unit 250 and/orthe baseline hydraulic system ECU 272 may dynamically adjust thevariable swash plate 28 of the first rotating group 22 and thereby senda response signal to actively dynamically provide ride control with thefirst rotating group 22, the accumulator 50, and the lift cylinder 830,830′.

As depicted at FIGS. 1 and 2, the hydraulic system 10 includes the flowcontrol valve sub-system 150. In certain embodiments and in certainmodes, the flow control valve sub-system 150 may operate the liftcylinder 830, 830′ and/or the tilt cylinder 860, 860′ independent of thedirectional control valves 110 and/or 130. In other embodiments and/orin other modes, the flow control valve sub-system 150 may operate thelift cylinder 830, 830′ and/or the tilt cylinder 860, 860′ incooperation with the first and/or the second directional control valves110, 130.

Turning now to FIG. 2, the flow control valve sub-system 150 will bedescribed in detail. As depicted, the flow control valve sub-system 150includes a connection to a return line 502 that may be used to returnhydraulic fluid to the tank 500. As depicted, the flow control valvesub-system 150 may include a connection to a line 526 that is connectedto a source 540 of pilot hydraulic fluid pressure. As depicted, the flowcontrol valve sub-system 150 may further include a connection to a line530 that is connected to the tilt cylinder 860, 860′. As illustrated,the flow control valve sub-system 150 may further include a connectionto a line 532 that is connected to the lift cylinder 830, 830′. The flowcontrol valve system 150 includes a first mode pilot valve 180 thatreceives a signal from the hydraulic system electronic control unit 250.The flow control valve sub-system 150 further includes a second modepilot valve 220 that receives a signal from the hybrid system electroniccontrol unit 250. The signal received by the first mode pilot valve 180results in the first mode pilot valve 180 transferring a hydraulicsignal to a first mode valve 160. The first mode valve 160 therebytransfers hydraulic fluid to and from the lift cylinder 830, 830′.Likewise, the signal received by the second mode pilot valve 220 resultsin the second mode pilot valve 220 transferring a hydraulic signal to asecond mode valve 200. The second mode valve 200 thereby transfershydraulic fluid to and from the tilt cylinder 860, 860′.

The connections to and between the first mode valve 160 and the firstmode pilot valve 180 will now be described in detail. In particular, thefirst mode valve 160 includes a first port 162, a second port 164, and athird port 166. The first mode valve 160 includes a first configuration172, a second configuration 174, and a third configuration 176. Aposition sensor 170 is connected to a spool of the first mode valve 160.When the spool is at the first configuration 172, the first port 162,the second port 164, and the third port 166 are blocked off. When thespool of the first mode valve 160 is at the second configuration 174,the first port 162 is connected to the third port 166, and the secondport 164 is blocked off. When the spool of the first mode valve 160 isat the third configuration 176, the second port 164 is connected to thethird port 166, and the first port 162 is blocked off.

The first mode pilot valve 180 includes a first port 182, a second port184, a third port 186 and a fourth port 188. The first mode pilot valve180 includes a first configuration 192, a second configuration 194, anda third configuration 196. The first mode pilot valve 180 includes anactuator 190. The actuator receives the electrical signal from thehybrid system electronic control unit 250 and correspondingly actuates aspool of the first mode pilot valve 180. In particular, the actuator 190may position the spool at the first configuration 192 and therebyconnect the second port 184 to the third port 186 and the fourth port188. The first port 182 is blocked off when the first mode pilot valve180 is at the first configuration 192. When the first mode pilot valve180 is at the second configuration 194, the first port 182 is connectedto the third port 186, and the second port 184 is connected to thefourth port 188. When the first mode pilot valve 180 is at the thirdconfiguration 196, the first port 182 is connected to the fourth port188, and the second port 184 is connected to the third port 186. Thefirst port 182 is connected to the hydraulic line 526 and is therebyconnected to the pilot pressure source 540. The second port 184 isconnected to the line 502 and is thereby connected to the tank 500. Thethird port 186 is connected to a pilot line 152 that is connected to anactuator of the spool of the first mode valve 160. In particular, whenthe pilot line 152 is pressurized, the first mode valve 160 is urgedtoward the second configuration 174. The fourth port 188 is connected toa pilot line 154 that in turn is connected to an actuator of the firstmode valve 160. In particular, if the pilot line 154 is pressurized, thespool of the first mode valve 160 is urged toward the thirdconfiguration 176. The first port 162 of the first mode valve 160 isconnected to a line 520. The line 520 is further connected to the secondrotating group 32 of the hydraulic transformer 20. The second port 164of the first mode valve 160 is connected to the hydraulic line 502 andis thereby connected to the tank 500. The third port 166 is connected tothe line 532. The line 532 is further connected to the lift cylinder830, 830′. A lift cylinder service pressure 286 may be monitored bymonitoring pressure in the hydraulic line 532 with a pressuretransducer.

The connections to and between the second mode valve 200 and the secondmode pilot valve 220 will now be described in detail. In particular, thesecond mode valve 200 includes a first port 202, a second port 204, anda third port 206. The first mode valve 200 includes a firstconfiguration 212, a second configuration 214, and a third configuration216. A position sensor 210 is connected to a spool of the second modevalve 200. When the spool is at the first configuration 212, the firstport 202, the second port 204, and the third port 206 are blocked off.When the spool of the second mode valve 200 is at the secondconfiguration 214, the first port 202 is connected to the third port206, and the second port 204 is blocked off. When the spool of thesecond mode valve 200 is at the third configuration 216, the second port204 is connected to the third port 206, and the first port 202 isblocked off.

The second mode pilot valve 220 includes a first port 222, a second port224, a third port 226, and a fourth port 228. The second mode pilotvalve 220 includes a first configuration 232, a second configuration234, and a third configuration 236. The second mode pilot valve 220includes an actuator 230. The actuator 230 receives the electricalsignal from the hybrid system electronic control unit 250 andcorrespondingly actuates a spool of the second mode pilot valve 220. Inparticular, the actuator 230 may position the spool at the firstconfiguration 232 and thereby connect the second port 224 to the thirdport 226 and the fourth port 228. The first port 222 is blocked off whenthe second mode pilot valve 220 is set to the first configuration 232.When the second mode pilot valve 220 is set to the second configuration234, the first port 222 is connected to the third port 226, and thesecond port 224 is connected to the fourth port 228. When the first modepilot valve 220 is at the third configuration 236, the first port 222 isconnected to the fourth port 228, and the second port 224 is connectedto the third port 226. The first port 222 is connected to the hydraulicline 526 and is thereby connected to the pilot pressure source 540. Thesecond port 224 is connected to the line 502 and is thereby connected tothe tank 500. The third port 226 is connected to a pilot line 156 thatis connected to an actuator of the spool of the second mode valve 200.In particular, when the pilot line 156 is pressurized, the second modevalve 200 is urged toward the second configuration 214. The fourth port228 is connected to a pilot line 158 that in turn is connected to anactuator of the second mode valve 200. In particular, if the pilot line158 is pressurized, the spool of the second mode valve 200 is urgedtoward the third configuration 216. The first port 202 of the secondmode valve 200 is connected to a line 520. The line 520 is furtherconnected to the second rotating group 32 of the hydraulic transformer20. The second port 204 of the second mode valve 200 is connected to thehydraulic line 502 and is thereby connected to the tank 500. The thirdport 206 is connected to the line 530. The line 530 is further connectedto the tilt cylinder 860, 860′. A tilt cylinder service pressure 288 maybe monitored by monitoring pressure in the hydraulic line 530 with apressure transducer.

As illustrated at FIG. 1, the lift cylinder 830, 830′ includes a firstport 832 (e.g., head-side port), connected to a first chamber 842 (e.g.,head chamber), and a second port 834 (e.g., rod-side port) connected toa second chamber 844 (e.g., rod-side chamber). The lift cylinder 830,830′ includes a piston 846 that separates the first chamber 842 from thesecond chamber 844. A rod 840, 840′ is connected to the piston 846 andextends through the second chamber 844. Likewise, the tilt cylinder 860,860′ includes a first port 862 (e.g., head-side port), connected to afirst chamber 872 (e.g., head chamber), and a second port 864 (e.g.,rod-side port) connected to a second chamber 874 (e.g., rod-sidechamber). The tilt cylinder 860, 860′ includes a piston 876 thatseparates the first chamber 872 from the second chamber 874. A rod 870,870′ is connected to the piston 876 and extends through the secondchamber 874.

As illustrated at FIG. 1, the flow control valve sub-system 150 may becontrolled by the signal line 266 and thereby be controlled via adedicated controller area network. In the depicted embodiment, the flowcontrol valve sub-system 150 is a valve known by model number ZTS16 andsold by the Eaton Corporation of Cleveland, Ohio. In other embodiments,other valves may be used.

As depicted at FIG. 1, a two-way two-position valve 300 is connectedbetween the lift cylinder 830, 830′ and the tank 500. In particular, thevalve 300 includes a first port 302 and a second port 304. The valve 300includes a first configuration 306 and a second configuration 308. Whenat the first configuration 306, the two-way valve 300 blocks off thefirst and the second ports 302, 304. When at the second configuration308, the two-way valve 300 connects the first port 302 and the secondport 304.

As illustrated at FIG. 1, a three-way three-position valve 310 isconnected between the tilt cylinder 860, 860′ and the tank 500 or a highpressure side of the non-priority circuit P_EF. In particular, thethree-way three-position valve 310 includes a first port 312, a secondport 314, and a third port 316. The valve 310 includes a firstconfiguration 318, a second configuration 320, and a third configuration322. As illustrated, when the valve 310 is at the first configuration318, the first port 312, the second port 314, and the third port 316 areblocked off. In the second configuration 320, the first port 312 isconnected with the second port 314, and the third port 316 is blockedoff. When the valve 310 is at the third configuration 322, the firstport 312 is connected to the third port 316, and the second port 314 isblocked off. The third port 316 is connected to a line 508 and therebyconnected to the tank 500. The port 314 is connected to a line 528, 528Band thereby connected to the high pressure side of the non-prioritycircuit P_EF.

Various connections, illustrated at FIG. 1, will now be described indetail in relation to the various fluid lines to which the connectionsare made. The fluid lines may each be thought of as a node of thehydraulic system 10. Hydraulic fluid line 502 is connected to the tank500, the second port 26 of the first rotating group 22, the second port36 of the second rotating group 32, a second port 78 of a relief valve74, a second port 68 of the accumulator bleed valve 64, and to variousports within the flow control valve sub-system 150, as described above.A hydraulic line 504 is also connected to the tank 500. The hydraulicline 504 is further connected to the second port 134 of the directionalcontrol valve 130 and the second port 114 of the directional controlvalve 110. A hydraulic line 506 is connected to the tank 500 and furtherconnected to the second port 304 of the valve 300. The hydraulic line508 is connected to the tank 500 and to the third port 316 of the valve310.

The hydraulic line 520 is connected to the port 34 of the secondrotating group 32 and further connected to various ports within the flowcontrol valve sub-system 150, as mentioned above. A pressure 292 ismeasured at the hydraulic line 520. A hydraulic line 522 is connected tothe first port 24 of the first rotating group 22 and to the first port76 of the relief valve 74 and further to the second port 58 of theaccumulator isolation valve 54. A hydraulic line 524 may be connected tothe first port 56 of the accumulator isolation valve 54, to the port 52of the accumulator 50, to the first port 66 of the accumulator bleedvalve 64, and to the second port 334 of the valve 330. A pressure 290may be taken at the hydraulic line 524. The hydraulic line 526 may beconnected to the pilot pressure source 540 and to various connectionswithin the flow control valve sub-system 150, as mentioned above.

A hydraulic line 528, 528A may be connected to the high pressure side ofthe non-priority circuit P_EF and to a check valve 128 and further to acheck valve 148. The check valve 128 is positioned at the first port 112of the directional control valve 110. Likewise, the check valve 148 ispositioned at the first port 132 of the directional control valve 130.The check valve 128 allows flow from the hydraulic line 528, 528A toflow into the first port 112 but keeps flow from flowing out of thefirst port 112 into the hydraulic line 528, 528A. The check valve 148allows flow from the hydraulic line 528, 528A to flow into the firstport 132 but keeps flow from flowing out of the first port 132 into thehydraulic line 528, 528A. The hydraulic line 528, 528B connects thesecond port 314 of the valve 310 to the high pressure side of thenon-priority circuit P_EF.

The hydraulic line 530 is connected to the fourth port 138 of thedirectional control valve 130, to the first port 862 of the tiltcylinder 860, 860′, and to the third port 206 of the second mode valve200. The hydraulic line 532 is connected to the fourth port 118 of thedirectional control valve 110, the first port 332 of the two-way valve330, the port 832 of the lift cylinder 830, 830′, and the third port 166of the first mode valve 160. A hydraulic line 534 is connected to thethird port 136 of the directional control valve 130, the second port 864of the tilt cylinder 860, 860′, and the first port 312 of the valve 310.A hydraulic line 536 is connected to the third port 116 of thedirectional control valve 110, the second port 834 of the lift cylinder830, 830′, and the first port 302 of the valve 300.

Turning now to FIGS. 3 and 4, various features of the example wheelloader 800 will be described in detail. The wheel loader 800 includes anoperator station 818. The lift cylinder 830 (e.g., a pair of hydrauliccylinders) is attached to a chassis 816 of the wheel loader 800 at afirst end. As depicted, the first end corresponds to the head end of thehydraulic cylinders. A pair of first attachments 856 is thereby formedbetween a cylinder housing of the hydraulic cylinders and the chassis816. A pair of second attachments 858 is formed between the rods 840 ofthe lift cylinder 830 and the boom 824 of the wheel loader 800. The boom824 may thereby be actuated by the lift cylinder 830.

As depicted at FIG. 5, the lift cylinder 830′ (e.g., a pair of hydrauliccylinders) is attached to a chassis 816′ of the wheel loader 800′ at afirst end. As depicted, the first end corresponds to the head end of thehydraulic cylinders. A pair of first attachments 856′ is thereby formedbetween a cylinder housing of the hydraulic cylinders and the chassis816′. A pair of second attachments 858′ is formed between the rods 840′of the lift cylinder 830′ and the boom 824′ of the wheel loader 800′.The boom 824′ may thereby be actuated by the lift cylinder 830′. Thewheel loader 800′ includes an operator cabin 818′.

As depicted at FIGS. 3 and 4, the tilt cylinder 860 is attached to thechassis 816 of the wheel loader 800 at a first end. As depicted, thefirst end corresponds to the head end of the hydraulic cylinder 860. Afirst attachment 886 is thereby formed between a cylinder housing of thehydraulic cylinder 860 and the chassis 816. A second attachment 888 isformed between the rod 870 of the tilt cylinder 860 and a bucket linkage828 of the wheel loader 800. The bucket 826 may be actuated by thebucket linkage 828 in conjunction with the tilt cylinder 860.

As depicted at FIG. 5, the tilt cylinder 860′ is attached to the chassis816′ of the wheel loader 800′ at a first end. As depicted, the first endcorresponds to the head end of the hydraulic cylinder 860′. A firstattachment 886′, similar to the first attachment 886, is thereby formedbetween the cylinder housing of the hydraulic cylinder 860′ and thechassis 816′. A second attachment 888′ is formed between the rod 870′ ofthe tilt cylinder 860′ and a bucket linkage 828′ of the wheel loader800′. The bucket 826′ may be actuated by the bucket linkage 828′ inconjunction with the tilt cylinder 860′. Extending the hydrauliccylinder 860′ (e.g., by moving the rod 870′ in a direction 821) tiltsthe bucket 826′ in an upward direction 825. The bucket linkage 828′ maybe a “Z-bar” bucket linkage, as depicted at FIG. 5, that transformsextension of the hydraulic cylinder 860′ into tilting of the bucket 826′in the upward direction 825. The “Z-bar” bucket linkage includes arocking member 827 rotatably mounted on the boom 824′ between a firstend 827 a and a second end 827 b. The first end 827 a includes thesecond attachment 888′. The second end 827 b is rotatably connected to abucket link 829 at a second end 829 b of the bucket link 829. A firstend 829 a of the bucket link 829 is rotatably connected to the bucket826′. Extending the hydraulic cylinder 860′ rocks the rocking member 827in a direction 823.

The relative movements between the tilt cylinder 860 and the bucket 826of the example wheel loader 800 are opposite of the relative movementsbetween the tilt cylinder 860′ and the bucket 826′ of the example wheelloader 800′. In particular, extension of the tilt cylinder 860 tilts thebucket 826 downward (see FIG. 4).

Various distinguishing features of the hydraulic system 10 will now bedescribed according to the principles of the present disclosure.

The accumulator 50 is connected to the pump-motor 22 of the hydraulictransformer 20. Flow supplied or recovered from the actuators 830, 830′,860, 860′ can be at any pressure. Hydraulic fluid stored in theaccumulator 50 is typically at very high pressure. The hydraulictransformer 20 provides isolation between the actuators 830, 830′, 860,860′ and the accumulator 50, except when ride control is enabled. Whenride control is enabled by opening valve 330 to position 336, thedirectional control valve 110 is closed (i.e., at configuration 122),and the accumulator 50 is connected directly to the head chamber 842 ofthe lift cylinders 830, 830′.

The accumulator 50 may be isolated bi-directionally (e.g., when theaccumulator isolation valve 54, the accumulator bleed valve 64, and theRide Control valve 330 are closed).

The hydraulic system 10 uses drive shaft speed measurement and swashdisplacement measurement (e.g., via displacement sensors 29 and 39) toestimate flow coming from the energy recovery system transformer 20.This, combined with position feedback on the mode and directionalcontrol valves 110, 130, 160, 200, allows precise matching of flowrequests from the operator. The hydraulic system 10 may thereby maintaina machine feel similar to a conventional machine. By incorporating flowestimates, a precise opening amount of the mode and directional controlvalves 110, 130, 160, 200 is possible and system dynamics may berobustly controlled allowing productive work to be done by the actuators830, 830′, 860, 860′ while recovering energy and while using recoveredenergy.

The transformer 20 may be used in lieu of proportional metering toachieve flow control. In many cases, motion of the actuators 830, 830′,860, 860′ may be controlled with no throttling by using the swashcontrol 38 of pump-motor 32. Throttling may be done when supplying orrecovering energy from the lift and tilt actuators 830, 830′, 860, 860′simultaneously and/or when flow being recovered exceeds the sinkingcapacity of the transformer pump-motor 32, in which case excess flow maybe throttled to tank 500 using the direction control valves 110, 130 andtypical meter-out control.

The hybrid system electronic control unit 250 interfaces with thebaseline electronic control unit 272. This provides means to de-strokethe main pumps of the baseline hydraulic system 270 as the additionalenergy source of the hybrid system can be accounted for in the overallpower management of the mobile work machine 800, 800′. Otherwise, duringcertain times a hybrid system may fight against a baseline pump control,and other times the two energy sources may be additive. According to theprinciples of the present disclosure, it is better to control the mainpumps of the baseline hydraulic system 270 to account for the additionalenergy source so that the overall power trajectory of the mobile workmachine 800, 800′ can be leveled and not exaggerated. This furtherallows for efficient engine operation.

Conventional wheel loaders with so-called “slush-box” torque convertersmay keep the engine saturated at full output regardless of any energysavings a hybrid system could potentially provide. According to theprinciples of the present disclosure, a direct interface between thetransmission 100 and the hybrid system electronic control unit 250, andoptionally replacing the torque converter with an automated manualtransmission, will avoid unnecessary engine saturation.

According to the principles of the present disclosure, rod to tankvalves 300 and 310 are used, both to avoid the necessity of independentmetering and to further reduce throttling losses (e.g., there may beless loss in a binary valve than a similarly sized proportional valves).Furthermore, the low-power quick-extend feature is provided for byenabling the pressurizing of both ports 862 and 864 of the tiltactuators 830, 830′.

According to the principles of the present disclosure, the transformer20 may be set to continuously spin, and thereby have full flow controlauthority. This enables engine load leveling and other functionalitythat is unavailable with an intermittently spinning transformer ofcertain other hybrid systems.

According to the principles of the present disclosure, multipleactuators (e.g., multiple linear actuators) may be hybridized, sharing acommon transformer 20.

According to the principles of the present disclosure, explicit positionfeedback on both the mode valves and the directional control valves 110,130, 160, 200 is provided. This, combined with knowing the rotationalspeed and swash displacement of the transformer pump-motors 22, 32,results in accurate flow control and the ability to maintain the samemachine feel and dynamics as a conventional mobile work machine.

According to the principles of the present disclosure, the hydraulicsystem 10 may incorporate a load sense main pump control architecture.The input/output for the hybrid system ECU 250 may be set up to provideall necessary interface for a load sense architecture.

According to the principles of the present disclosure, the transformer20 may be sized smaller than a total flow capacity of the mobile workmachine 800, 800′ as a portion of the flow may bypass the transformer20. In particular, if a maximum capacity of the transformer 20 isreached when flow returns from the actuators 830, 830′, 860, 860′, theexcess flow can be routed across the directional control valves 110,130, 160, 200. Likewise, if a maximum capacity of the transformer 20 isreached when flow is supplied to the actuators 830, 830′, 860, 860′, theexcess flow required can be supplied by the baseline hydraulic system270 and routed across the directional control valves 110, 130.Similarly, as the transformer 20 may be coupled to the transmission 100,if a maximum capacity of the transformer 20 is reached when thetransformer 20 acts to decelerate the mobile work machine 800, 800′(e.g., in combination with flow returns from the actuators 830, 830′,860, 860′, the excess flow can be routed across the directional controlvalves 110, 130, 160, 200 and/or the PTO clutch 84 can be disengaged. Ifthe PTO clutch 84 is disengaged, conventional brakes may fullydecelerate the mobile work machine 800, 800′. If the PTO clutch 84 isengaged, conventional brakes may fully or partially decelerate themobile work machine 800, 800′. Likewise, if a maximum capacity of thetransformer 20 is reached when the transformer 20 acts to accelerate themobile work machine 800, 800′, flow can be supplied by the baselinehydraulic system 270 and routed across the directional control valves110, 130 to at least partially relieve the transformer 20.

By facilitating the partial use of the transformer 20 and therebyfacilitating the partial use of the accumulator 50, the hydraulic system10 permits a smaller capacity and/or more affordable transformer 20and/or accumulator 50 to be used while maintaining controlcharacteristics (e.g., operator feel) of the mobile work machine 800,800′. The partial use of the transformer 20 may still cover asubstantial portion of a duty cycle of the mobile work machine 800,800′. In other words, the transformer 20 and/or the accumulator 50 maybe sized based on economic models rather than for a peak capacity of themobile work machine 800, 800′. This is especially beneficial in dutycycles that rarely see peak capacity events.

The various embodiments described above are provided by way ofillustration only and should not be construed to limit the claimsattached hereto. Those skilled in the art will readily recognize variousmodifications and changes that may be made without following the exampleembodiments and applications illustrated and described herein, andwithout departing from the true spirit and scope of the disclosure.

What is claimed is:
 1. A hydraulic system for a mobile work machine comprising: a prime mover; a drivetrain including a transmission, the transmission rotationally coupled to the prime mover; a baseline hydraulic system powered by the prime mover, the baseline hydraulic system including a first hydraulic circuit; a second hydraulic circuit including a hydraulic transformer; and a work implement actuated by an actuator; wherein the actuator is adapted to be simultaneously hydraulically coupled to the first hydraulic circuit and the second hydraulic circuit.
 2. The hydraulic system of claim 1, wherein the transmission is an automated manual transmission (AMT).
 3. The hydraulic system of claim 1, further comprising a power-take-off adapted to exchange shaft power with the transmission, wherein the hydraulic transformer is rotationally coupled to the power-take-off.
 4. The hydraulic system of claim 3, further comprising a clutch adapted to selectively rotationally couple the transmission and the power-take-off.
 5. The hydraulic system of claim 1, further comprising an accumulator hydraulically coupled to the second hydraulic circuit.
 6. The hydraulic system of claim 5, further comprising a third hydraulic circuit, wherein the second hydraulic circuit is hydraulically coupled to a first rotating group of the hydraulic transformer, and wherein the third hydraulic circuit is hydraulically coupled to a second rotating group of the hydraulic transformer.
 7. The hydraulic system of claim 1, further comprising: a directional control valve of the first hydraulic circuit adapted to selectively actuate the actuator, the directional control valve providing a first valve position feedback; a mode valve of the second hydraulic circuit adapted to selectively actuate the actuator, the mode valve providing a second valve position feedback; and a controller adapted to coordinate actuation of the actuator using the first valve position feedback and the second valve position feedback.
 8. A method of supplying hydraulic power to an actuator of a work machine, the method comprising: receiving an operator input signal from an operator input with an electronic control unit; processing the operator input signal to determine a desired velocity and/or a desired force of the actuator; receiving an actuator pressure signal of an actuator pressure with the electronic control unit; calculating an actuator flow requirement and/or an actuator pressure requirement that satisfies the desired velocity and/or the desired force of the actuator, respectively; allocating a first portion of the actuator flow requirement to a baseline hydraulic circuit; allocating a second portion of the actuator flow requirement to a pump-motor of a hydraulic transformer; and controlling a first valve position of a first proportional valve and a second valve position of a second proportional valve and thereby implementing flow sharing according to the allocating of the first portion and the second portion of the actuator flow requirement.
 9. The method of claim 8, wherein the calculating of the actuator flow requirement includes mapping the operator input signal to an output of a conventional work machine.
 10. The method of claim 8, further comprising: receiving an accumulator pressure signal with the electronic control unit; and setting a swash plate angle based on the accumulator pressure signal.
 11. The method of claim 8, wherein the first portion of the actuator flow requirement is zero.
 12. The method of claim 8, wherein the second portion of the actuator flow requirement is zero.
 13. The method of claim 8, wherein the controlling of the first valve position includes measuring a spool position of the first proportional valve and feeding back the measured spool position in a feedback loop.
 14. A method of recovering energy from an actuator of a work machine, the method comprising: receiving an operator input signal from an operator input with an electronic control unit; processing the operator input signal to determine a desired velocity of the actuator; receiving an actuator pressure signal of an actuator pressure with the electronic control unit; calculating an actuator flow requirement that satisfies the desired velocity of the actuator; allocating a first portion of the actuator flow requirement to a baseline hydraulic circuit; allocating a second portion of the actuator flow requirement to a pump-motor of a hydraulic transformer; and controlling a first valve position of a first proportional valve and a second valve position of a second proportional valve and thereby implementing flow sharing according to the allocating of the first portion and the second portion of the actuator flow requirement.
 15. The method of claim 14, wherein the first portion of the actuator flow requirement is zero.
 16. The method of claim 14, wherein the second portion of the actuator flow requirement is zero.
 17. The method of claim 14, wherein the controlling of the first valve position includes measuring a spool position of the first proportional valve and feeding back the measured spool position in a feedback loop.
 18. A method of supplying hydraulic power to propel a work machine, the method comprising: receiving an operator input signal from an operator input with an electronic control unit; processing the operator input signal to determine a desired velocity of the work machine; receiving a first pump-motor pressure signal of a first pump-motor with the electronic control unit; allocating a first portion of the power requirement to an internal combustion engine; and allocating a second portion of power requirement to a hydraulic transformer.
 19. The method of claim 18, wherein the first portion of the power requirement is zero.
 20. The method of claim 18, wherein the second portion of the power requirement is zero. 